Control apparatus



June 16, 1942. H. B. Hou-House CONTROL APPARATUS 'Filed March 5o. 1940 s sheets-sheet 2 June 16,1942. ||,v B. HoL'rHousE 2,286,356

coNnoL APPARATUS Filed March 30, 1940 3 Sheets-Sheet 3 MMM Mau/W @y 5% i obtained by utilizing a the automobile engine, either by direct connectedz eration of the car engine Patented June 16, 1942 UNirEDsTATEs PATENT OFFICE Harry B. Holthouse, Chi

Galvin Manufacturing Ill., a corporation of Illinois Application March 30, 1940, Serial No. 327,065

14 Claims.l

This invention relates generally to control systems for heating devices and in particular to an electrical control system heater, which is operable lindependently of the automobile engine. This application is a continuation in part of application Serial No. 307,340 filed December 2, 1939.

The usual automobile heater, which generates heat independently of the car engine, is dependent for its operation on the use of a high operating air pressure to provide for a proper atomization of the fuel for combustion purposes. The power for producing this high pressure is portion of the power of case of a suction-type heater, by connection of the heater with the engine intake manifold. The heater, therefore, is dependent for its operation upon a concurrent opand is directly remeans or in the sponsive to engine running conditions. combustion which occurs in the usual heater is thus of non-uniform and varying characteristics and the heat generated is in response to engine conditions rather than to car Also in manifold-connected heaters the combustion interferes directly with an efficient operation of the car engine by admitting into the engine intake manifold varying portions of burned-and unburned mix-tures :apart .fromthe,

usualj automobile' carburetor' mixture; The engine, therefore, is more eiciently operated in the summer than in the winter when it receives its hardest service. The use of the engine power, however, supplies air at high pressure and in large quantities, so that sufficient heat for car heating purposes can usually be provided even though such heat constitutes only a portion of the heat which can be obtained by the use of such a large quantity of air. The control system for a heater operable at high pressures is thus of relatively simple design since it operates glenerally to effect and maintain combustion only by controlling the air supply rather than by conditioning the fuel mixture for an eicient and proper combustion. v.

Attempts havevbeen made to overcome the dise advantages which accompany'the operation of heaters dependent upon operation .of the automobile engine, but these attempts have been thwarted at the outset by the fact that the only power available, apart from the engine power, for operating any of the car equipment is the car battery, which is of limited capacity. With the battery, generator and other associated elecheating conditions.

for `an yautomobile g cago, Ill., assigner to Corporation, Chicago,

trical equipment as provided in the usual automobile ignition circuit, the maximum available current for heater operation is probably about 7 amperes. It is possible, of course, that a current heavier than '7 amperes might-be obtained over some periods of operation, but this heavier current would result in a serious drain on the battery, and in the winter time, would seriously interfere with the. satisfactory operation and starting of the automobile engine. The operation of an automobile heater entirely from the Y atomization,

battery, therefore, requires a complete change in the size and assembly of the parts of the usual car heater to adapt such parts for operation by the battery. v'The decrease in:l the size of these parts effectsa corresponding decrease in their output capacity so that the operating pressures which can be obtained within thepractical current limitations of the battery are too low to effect a mixing of the fuel by means of as is possible Where high pressures are available. The usual heater control system isv thus rendered inapplicable for use with low operating pressures so that car heaters operating at low pressures have never becomecommercially practical. r

It is an object of this invention therefore, to

' provide an4 improved control system for an automobile heater` of low pressure type and operable independently of the car engine.

`A further ob'ect is the provision ofa control system for a low pressure heating device which is of simple, rugged construction and operable to provide for an eicient and continuous burning ofthe fuel and air supplied to suchheating device.

Still another object is the provision of a control systern for a low pressure heating device, which is operable` to condition the air and fuel supplied to the heating device for a most advantageous mixing and for burning in the combustion chamber in a vaporous form. v

A feature of this inventionis the provision of a control system for a low pressure heater, in which a thermal unit is so located as to be im, mediately responsive to temperature changes of the combustible mixture, and operable to maintain such mixture at a pre-determined temperature independently of combustion conditions.

Another object of this invention is the provision of a control system for a heater employing low pressures, which operates to `provideor an efficient burning of the fuel and air mixture during normal heater operation by continuously preparing the fuel and air for intimate mixing.

perage rating of a car battery and Y of water.

It is another object of this invention to provide a control system for a low pressure heater, in which the speed of the air supply motor is directly responsive to the operating conditions of the air and Vfuel pre-heating means, so as to effect an automatic choking or enriching of the air and fuel mixture when the pre-heating means is in operation.

A further feature of this invention is to provide a control system for a low pressure heater in which the'means for circulating air'about the heater is controlled simultaneously with the air supply means in response .to the operating condition of the air and fuel mixture pre-heating i thereby, the thermal unit being actuated in response to the temperature conditions of the preheating'means to operate the pre-heating means. Other objects, features and advantages of this invention will be apparent from the following description when taken in connection with the accompanying drawings in which:

Fig. 1 illustrates diagrammatically one embodiment of the invention;

Fig. 2 is a diagrammatic illustration of amodified form of the invention, and

Fig. 3 is a diagrammatic illustration of a further modification of the invention.

In practice this invention is contemplated for use with an`automobile heater which is operableindependently of the car engine and operated entirely by power from the car battery. Since the heaviest drain on the car battery is in the winter time, and since the heater 1s used only during that time, it is contemplated further vthat the airand fuelsupply motor be of a size to operate on about 3 amperes of current so as to be far below the normal am- I well within all practical factors of safety for heater current 4consumption. A 3 ampere motor provides for air pressures on the order of 1/8 to 1A of an inch Heaters in the prior art have been operated on pressures as low as 1A of a 'pound per square inch, but it is readily apparent that this pressure is about 30 to 60 times greater than the pressures employed in applicants heater. A pressure of A pound per square inch is thus relatively high andwould require a motor which would be too large for commercial and practical application in a battery-operated car heater.

Fuel cannot be properly atomized by air pressures around 1/8 inch to 1A inch of water, s'o that the air and fuel mixture entering the heater forms what is commonly referred to as a wet mixture. Before this wet mixture can be efliciently burned it must be completely broken up and intimately mixed prior to ignition. The control system of this invention, therefore, provides for a vaporizing of the fuel mixture prior to ignition and the maintenance of the vaporizing conditions independently of combustion conditions and the temperature conditionsv of vaporization the fuel mixture is ignited in the usual manner by a suitable heating coil, the circuit of which`i'orms a part of the control system.

lWith referenceto the drawings similar-characters of reference shall designate similar parts throughout the several views. In' Fig. 1 the automobile heater includes a tubular casing III, an air supply fan' I I, an air circulating fan I2, a fuel .pump I3 and a motor I4. The motor I4 is common to the fans |I and I2 and to the fuel pump I3, which is illustrated as of reciprocating type and operated by a cam I6 on the motor shaft I1. The casing I0 is provided with a tubular housing I8 which is concentrically Vspaced thereabout by radiating fins |9, to form an air circulating passage 20 about the casing Ill.

The re-circulatedvair is drawn into the heater through inlet 2| and after passing about the ns I9 in the passage 26 is discharged from the heater through the-outlet 22. The inlet 2| may be arranged to draw air into the heater from either theinside or outsideoi the car passenger compartment and the outlet 22 may be suitably connected to pass the heated air into the passenger compartment. The air for combustion4 is drawn into the heater through inlet I5 byfan and is discharged into passage or supply chamber 2'5'for admission in to an air and fuel" mixing chamber 24 in a manner to be later dev scribed.

'I'he mixing chamber 24 includes an inclosure 23 which is located within the passage 25 at the inner end of the casing I0; the chamber being in registering alignment with the casing III. Adjacent the mixing chamber 24 and within the casing It is an equalizing chamber 21, which is separated at one end from the chamber 24 by a circular partition or baille plate 26; which is provided in a heat conducting metal such as copper and is secured to the inner wall of the casing III as by brazing or like means. Communication between the chambers 24 and 21 is through apertures 28, which are formed within the partition member 26 near its peripheral edge. The opposite end of the equalizing chamber 21 is separated from a combustion chamber 29 by a circular partition 3| which is provided in a suitable heat insulating refractory material. The partition 3|, near the peripheral edge thereof, is formed with apertures 32 to provide space communication between the chamber 21 and the combustion chamber 29. The central portion of the partition 3| is imperforate and is formed with an extension 33 which extends longitudinally of the casing I6 into the combustion chamber 29. 'I'he outer or free end of the extension 33 is formed with radially vextending prongs orl fingers 34 which attain a red glow duringthe operation of the heaterI to function as igniter elements.

The inclosure 23'for the mixing chamber 24 is formed with a cone portion 36 and an inclined wall portion 31 which is oppositely disposed from the cone portion 36. Fuel is admitted into the mixing chamber 24 through an injection the fuel and air supplied to the heater, After nozzle 38, which is suitably secured in the apex of the cone portion 36 and is connected to the fuel pump I3 through a supply linev 39. The nozzle 38 is formed with apertures 4| for `admitting a portion of the supply air from-the passage 25 into the fuel stream prior to its ad' mission into the mixing chamber 24. Another portion of air from the supply chamber 25 is admitted into the mixing chamber through air ports 42, which are formed in the cone portion 36 in a manner to progressively direct the air into the fuel stream after its ejection from the nozzle 38. The opposed disposition of the nozzle 38 and wall 31 causes the air and fuel mixture to impinge upon the preheating portion of a combination preheating and igniting element 43, which is supported in part onthe inclined wall 31 and is slantingly arranged longitudinally of the mixing chamber 24 and equalizing chamber 21 through the partitions 26 and 3|, the preheating portion being disposed in the chamber 24 and the igniting end 44 extending into the combustion chamber 29 to a position between the igniter elements 34 and the ceramic partition wall 3|. A further portion of air from the supply chamber 25 is admitted into the air and fuel mixture after ignition thereof, through tubes 35 which extend beyond the partition wall 3| into the combustion chamber 29 and will be later fully described.

The heat element 43 includes a resistance coil 4'6 which is inserted in aninsulating tube 41, which in turn is mounted in a copper tubular sleeve 48. The element 43 is in heat conducting relation with the wall 31 and with the copper partition plate'26, through which it passes. 'Ihe end 4 4 of the heat element is formed to partially expose a portion of the resistance wire 46, the exposed portion being faced downwardly in the combustion chamber vbut separated therefrom by a suitable insulating means such as a mica shield 49.y of the resistance wire 46 adjacent the bottom of the combustion chamber 29 serves to eiect nected to the motor I4 through conductor 64,

5I through conductors 66 The positioning of the exposed end.

a more ready ignition oi the mixture passing into the chamber 29, since any condensation of the fuel from the mixture will occur near the wall portions of the chamber with the condensate tending to drop or accumulate at the bottom of the casing I0. end 44 of the element 43 accomplishes ignition rather than the heat surrounding the housing element 41. the end 44 by the mica shield 49 and ceramic partition 3|, the degree of ignition heat being determined essentially by the length of the heating element 43 and being contemplated in the invention to be about 1800D F.

The conditioning of the air and fuel to Iprovide for its efficient and complete burning is The projected heat is confined atl the mixing and cqualizing chambers The heat projected from the' and the arm 58 being connected to the battery and 6I;

cuit being completed by l 61. Because of the'low air and fuel operating pressures it is essential that the processing of the fuel be substantially continuous during operation of the-heater and that the control changes for maintaining the processing conditions be eiected in a minimum of time.. .The bi-metal switch 54, therefore, is mounted adjacent the heater element 43 on the wall 31 and in the path of the fuel and air from the nozzle 38 and ports 42, the mixture acting to eiiect a continuous cooling action on the element 43 and wall 31 by impingement thereon. The bi-metal switch 5,4 is thus immediately responsive to a reduction in the temperature of the mixing chamber 24 below that required for a thorough and intimate mixing ofthe air and fuel, as will be To further speedthe response of the bi-metal arm 54 to maintain a proper temperature control of the chamber 24 the thermal unit 52 is positioned within the air passage 25, so that the bi-metal arm 54 is also cooled directly by the incoming supplyl air.

As previously noted the rating of the motor y I4 is of the order of about 3 `amperes, and since the fuel'pump I3 and air ing the mixing chamber 24' is too low'to effect a proper atomization of vthe air and, fuel mixture for eflicient combustion. The air and fuel, therelore, are preheated in the mixing chamber 24 a most advantageous mixing thereof, those portions ol the heating element'43 positioned within l 24 and 21,y respectively, acting to heat the mixing and equalizing chambers and their surrounding walls to a temperature which willy eiect a complete vaporization of the fuel and hence a complete mixing thereof with the air, the equalizing chamber 21 acting also to distribute Aall portions of the mixture substantiallyuniformly lover the cross-sectional area ol the casing I0 prior to ignition thereof in the chamber 29. The preheating unit does not operate as a hot spot as such is considercdwith reference to a heater ele,-

obtained by a `novel control system which will tact arms 56, 51 and 58, 59 and is mounted-on the wall portion 31 of the mixing chamber 24 and on the outside thereof, in a position to be directly responsive to the heatof the yheating element 43. The bi-metal arm 54 'is grounded to the wall 31 and serves only to actuate and not to be electrically connected with the contact arms 56 and 51, and 58 and 59 which are suitably mounted in a manner to be insulated from each other and vfrom the supporting wall 31. The contact arms 56 and 51 are normally-closed and are in series connection with each other and with theheating element 43, the circuit for the heating element being completed by conductors 6| and 62, switch 53 and conductor 63, the resistance wire 46 being suitably grounded at its end 44 to the copper sleeve 48. The contact arms 58 and 59 are normally open, the arm 59 being conbattery 5I owing mentor portion but voperates toheat the mixing and equalizing chambers and their surrounding walls at the entrance to thecombustion chamber 29 to an optimum temperature for mixing the air and fuel, the variation in the 'temperature withinthe chambers and their surrounding walls being about l0 degrees. The temperature in the mixing and equalizing chambers, however, is at all times less than that which would effect an ignition or burning of the Yfuel within suchchambers.

' In the operation of the control system energizationy of the heating element 4 3 is obtained by closing the main switch 53, currentfrom the through conductor 6I to normally closed contact arms 56 and Bland through conductor 62, switch 53 and conductor 63 to the resistance wire 46. The heat from the heater distributed .throughout the chambers 24 and .21 by direct radiation into the chambers and by conductionthrough the copper partition 26,-walls 30 and 31 and'cone portion 3 6, the latter elements also being provided in a high heat conducting material such as copper. As the mixing chamber 24 and its surrounding wall portions .approach a temperature of the motor cir-l the ground connectiony later fully explained.

fan Hare correspond-- ingly smally the pressure of the fuel and air entery l43 Iback to upwardlyto the left as viewed in Fig. 1 in recooling action from the vaporization of the air sponse` to 'this'temperature rise, to mechanically engage contact `arm 58 and move such arm into electrical connection with contact arm 59 to effect an operation of the motor I4 and hence an operation of the fans II and I2 and fuel pump I3, the normally closed'contact arms 5,6 and 51 being under tension to move with the vloi-metal .arm 54. The heating element 43 thus continues to be energized with the starting of the motor I4.

When the mixing chamber reaches a temperature of about 200 F., which represents a minimum operating temperature for effecting an advantageous mixing of the low pressure air .and fuel for eiicient combustion, the bi-metal arm 54 and arm 56 move away from the contact arm 51 to. effect an opening of the heater element cirv cuit. At this temperature the fuel impinged against the hot heating element 43 and also against the hot wall 31, is substantially immediately vaporized thereby, the inclination of the wall 31 serving .to deect the fuel against the hot partition wall 26 so that practically all of the fuel is vaporized and mixed with the air prior'to the passage of the mixture through the apertures 28 into the equalizing chamber 21.

The chamber 21 acts to maintain the fuel in a vaporized condition to reduce the occurrence of any condensation of the fuel particles from the mixture; the chamber 21 acting also to distribute the vaporized mixture substantially uniformly over the sectional area of the casing I0, to reduce to a minimum the occurrence ofany rich or lea portions in the mixture. The conditionedmixture isforced from the chamber 21 through thel rapertures 34 in the ceramic partition 3| into the combustion chamber 29 where it is ignited by the igniter elements 34, the igniter elements 34 having been, previously heated to a red glow by the combustion of the mixture as initiated by the element 44. By'virtue of the loose terminology applicable thereto, the elements 34 may be referred to as igniters. In operation, however, it seems that the igniters or heating elements 34 gasify the originally vaporous fuel mixture which passes adjacent vthereto and that this gasification increases the rate of burning -of the mixture and expands the mixture to accelerate its flow through the chamber 29. The igniter elements 34 thus function effectively in igniting the fuel entering the combustion chamber 29 after the heater element circuit has been opened.

With the occurrence of combustion in the chamber 29 a certain amount of heat from the combustion chamber is transmitted through the housing I0 and also through the heater element the mixing chamber 24, so as to decrease the dissipation of heat from the mixing chamber 24 by the-cooling action of the air and the vaporization of the fuel in the chamber. The

heat transmitted through the casing I0 from the'- since there is substantially no time lag between the conflicting effects onthe heater element of the heat from the combustion chamber and the and fuel, and the operation of the heater element by the thermal unit in response to such heating and cooling effects. The operation of the heater, however, is not dependent upon the transmission of heat from the combustion chamber to the mixing chamber 24 and it is readily apparent that a satisfactory operation can be obtained by a substantially constant operation of the heater element 43.

The efficient combustion of the fuel mixture in the chamber 29 continues until the temperature in the mixing chamber 24 falls below about 200 F., at which time the bi-metal arm 54 moves contact arm 56 downward to contact arm 51 to again energize the heating element 43; the contact arms 58 and 59 remaining closed to continue the supply of air and fuel to the mixing chamber 24. Contact arms 56 and 51, and 58 and 59, respectively, are biasedl with respect to the bi-metal arm 54 to provide for a concurrent closed position of the paired contacts for a movement of the arm 54 corresponding to a change of about 50 F. in the temperature of the mixing chamber 24. This concurrent closed position of the contact arms 56 and 51, and 58 and 59, may occur between mixing chamber temperatures of approximately F. to 200 F. The motor I4,'there fore, continues to operate while the bi-metal switch 54 makes and breaks the contact between arms 56 and 51, during normal operation of the heater. When the temperature of lthe chamber 24 again reaches about 200 F., the switch 54 `vbreaks away from the contact arm A56 to again open the circuit of the heater element 43. This 'cyclic action of the switch 54 continues during normal operation of the heater. The control system is rendered inoperative and operation of the heater stopped by opening switch 53.

The energization of the heat element 43 by the switch 54 during normal operation of the heater does not, however, indicate 'a failure of combustion in the chamber 29 since the processing temperature in the mixing chamber 24 is independent of the hea-t in the combustion chamber. Energization of the heating element 43 may be the result of a sudden change in temperature of the air and fuel entering the mixing chamber 24. The mixture in the chamber 24, therefore, is processed independently of'the burning conditions present in thev combustion chamber 29 and the switch 54 operates to energize the heating element 43 only in response to the temperature conditions of the mixing chamber 24.

In the event the switch 54 is actuated to a position which normally effects an energization of the heat element 43, but for some reason the heat element fails to operate, the switch 54 will continue to move downwardly to the right until engagement between contact arms 58 and 59 is broken thereby opening the motor circuit and stopping the supply of fuel and air to the mixing chamber 24. The system, therefore, operates to shut the heater off upon a failure of ignition to eliminate the accumulation of any raw mixture in the combustion chamber and possible explosion of the mixture ona later starting of the heater. Also at the start of heater operation, the heater element 43 ,must be operative to move the switch 54 before the motor circuit will close to supply air and fuel to the heater. It is fm. possible, therefore, for the heater to operate unless the heater element 43 is vconditioned for operation, since closing o f the motor circuit is dependent upon sufficient heat being in the\ and the 'motor I4.

,inthe motor I4, to a speed ,higher than its speed with the heater element rcircuit closed.

Athermal unit 52 is facilitated by the co-action of the heater element and motor circuits, as will now be explained. The conductor 6I connecting the battery I with contact arm 56 is common to both the heater element and motor circuits. Thus upon initial closing of the switch 53 the line drop in conductor 6I is the resultl only of the load of the heater element 43. Upon initiation of .combustion the line drop in the conductor 6I is the additive effect of the heater element 43 l However, upon the mixing chamber 24 reaching its optimum temperature which causes the bi-metal arm to break contact between arms 56' and 51, the line drop in the conductor 6I is the resultv only ofthe load of the motor I4.' Since the line drop effected by the heater element is proportionally high as compared to' that oi the motor I4, breaking of the heater element circuit causes a speeding up of which is about 30% It is apparent, of course, that this speed variation is accomplished by having the resistance R in the conductor 6I of a preeffected by the hot end 44 of the element 43. This rich mixture, however, although readily ignited is not adapted for a complete and efficient burning. `To provide for the complete burning of the iuel a portion of the air from the air chamber 25 is admitted through. tubes 35, previously mentioned, into the combustion chamber 29. The

` tubes 35 may be suitably arrangedabout or withdetermined value and dependent upon the load of the heating element. Since speeding up the motor I4 also speeds up the fans II and I2, a greater amount of air is drawn in by the fan I2 for circulation about the radiating iins I9 and a greater amount of air is supplied to the charnber 25 by the fan II to provide for a leaning of the mixture in the chamber i in the linev drop in conductor 6I by the concurrent energization of the heater element and motor circuits, the motor I4 will slow down so that the amount of air circulated about the fins I9 and the amount of air supplied to the chamber` 24 is correspondingly decreased. A slowing down of the motor I4 is thus concurrent with the energization of the heater element 43 so that heating of the chamber 24 by the heater element 43 is aided by a decrease in the dissipation of heat from the heater by the fan I2. Since heat, therefore, is being drawn away from the Parts surrounding the chamber` 24 at a lesser rate during times of heater element energization, the heat generated by the heater element is more eiectively and rapidly localized in the chamber 24. Also by virtue of the fan II and pump I3 being operated by a commonfmotor I4, the reduction in the quantity of air discharged by the fan at a slow motor speed is proportionately greater than the reduction in the quantity of fuel discharged by the pump I3 at such slow speed, so that a richer mixture and hence an automatic choking effect is provided concurrently with an energization of the heater element 43. There is thus obtained a positive and ready combustion of the fuel for starting and cycling purposes and a consequent rapid building up of. the heater to optimum operating conditions. ,The temperature 24. Upon an increase in the equalizing chamber 2 1 and extend within the combustion chamber through `the ceramic partition V32. The air thus admitted into the combustion chamber 29 is not mixed with the mixture entering the combustion chamber 29 from the equalizing chamber 21, until after igni-l tion of such mixture by the end 44 of the heater clement 43, which operates in a region of. rich mixture. The rich mixture from the chamber 21 is thus first ignited by the heater element 43 and after ignition is leaned :by the addition of supplementary air from the tubes 35 to effect a complete burning of the mixture. The .quantity of air admitted by the tubes 35 into the chamber 29 is controlled directly by the speed of the fan II in accordance' with the richness ratio of the mixture in the chamber 24.

In the modified embodiment of the invention shown in Fig. 2, the fuel pump I3 is of diaphragm type and operated by a solenoid 68 in response to actuation of a breaker assembly 69 by a cam I6 which is mounted on the motor shaft I1. The remainder of the heater structure is similar to that, of Fig. l, previously described.

-The control system vincludes a thermal unit 52' which is electrically insulated from the 4wall 31 but thermally related therewith by suitable means such as a mica strip 1I. The unit 52,

' includes a conducting bi-metal contact arm 'I2 of the chamber 24 is thus confined between sub'- which is normally in closed contact with arm 13 and adapted to actuate in successive order contact arms 14 and'16, the arms 12, 13,v 14 and 16 being insulated from each other by the supporting insulating base 11. vThe arm 13 is connected with the heater element 43, the heater element circuit being completed through the bi-metal arm 12 and conductors 18 and v18 to the battery 5I; the heater element being grounded at its end 44 to the copper sleeve 48. The arm 14 is included in one of the operating circuits for the pump I3', the circuit from the battery 5I comprising the conductor 18, bi-metal arm 1,2 and arm 14, conductors 19 and 8I, breaker assembly 69, conductor 82 and solenoid 68. The other circuit for the pump I3 does not include the thermal unit 52', the conductor 8| being connected with the battery 5I through conductor 82, normally closed bi-metal time element 83 and conductors 84 and 18. The motor I4 is-also operable through two circuits, the first of which from the battery 5I consists of conductors 18, 18' and 84, heater coil 86, and conductor 81. The second motor circuit includes the thermal unit 52' and is comprised o'f conductors 18 and 18', bi-metal arm 12, contact arms 14 and 16, and conductors 88 and 81.

In the operation of the control system it is to be understood that the functions of the heater parts are similar to those which were fully described in connection with the embodiment of Fig. 1. The system is operated by closing of the main switch 88,' which closes the heater element circuit, whereby to immediately energize the heater element 43. Closing of the switch 89' also closes the motor circuit including vthe bi-metal time element 83 so that air and fuel are admitted into the mixing chamber 24 simultaneously with the initiation of operation of the heater element 43. The normally closed bi-metal time element 83 is arranged in heat exchange relation with the heating coil 86 in the motor circuit, the current load of the motor passing through the coil serving to heat the coil for actuation of the bi-metal time element 83. The bi-metal time elementv83 is thus acted upon by the heat from the coil 86 immediately upon closing of the switch 89. When the bi-metal time element becomes hot, the circuit therethrough is broken. This would normally open the pump circuit toy render the pump I3 inoperative. However, the time required for the time element 83 to reach an open contact position, which is about four tenths of a minute, is suilicient to permit the temperature in the mixing chamber 24 to be raised by the heater element 43 to about 150 F. which eiects a movement of the bi-metal arm 12 toward the right, as viewed in Fig. 2, to

the pump circuit including the thermal unit 52' and to short circuit the bi-metal time element 83. The pump I3 is thus continued in operation after the opening of the bi-metal element 83, and since the element 83 is maintained open by operation of the motor I4 which continues to pullits current supply through the heater coil 86, further operation of the pump I 3' is controlled by actuation of the arm 14 by the bimetal arm 12.

In the case where initial operation of the pump I3 is not continued by the closing of the'pump circuit through the thermal unit l52', such as when the heater element fails for some reason to become, energized, the bi-metal time element 83 in response to heat from the coil 86 will open to break the pump circuit including such elebe hereinafter described. Ignition of the air and fuel supplied to the motor is continued b'y the igniter elements 34 which have been heated to a red glow by the occurrence and continuance of combustion in the chamber 29. The heater is thus conditioned to provide for the complete and thorough mixing of the low pressure air and I fuel by vaporization, whereby to assure its enielectrically contact the contact arm 14 to close Y cient and positive combustion.

When the temperature in the mixing chamber 24 drops below a pre-determined degree, such as 200 F., the bi-metal switch 12 moves to the left; breaking the contact between arms 14 and 16 to provide for the energization of the coil 86 and to effect contact with arm 13 to energize the heater element 43 to raise the temperature of the chamber 24. Upon the chamber 24 reaching its optimum temperature the bi-metal arm 12 moves arm 14 into contact with arm 16 to shortcircuit coil 86 and breaks contact with arm 13 to de-energize the heat element 43. This cycle of the bi-metalarm 12 is continued during the normal operation of the heater.

The bi-metal arm 12 and arm 13 are normally in closed contact, and contact therebetween is broken when the temperature ofthe mixing chamber 24 is raised to about 200 F. Contact between the bi-metal arm 12 and arm 14 is effected at about 150 F., and contact between arms 14 and 16 at about 200 F. The arms 13 and 14 are thus-in concurrent closed contact with the bi-metal arm 12 over a temperature vrange of about F. so that the air and fuel manually controlled switch.

ment, and the cool bi-metal arm 12 will remain inactive to maintain open the pump circuit including the thermal unit 52. thus rendered inoperative, the motor I4 continuing in operation to force or sweep out from the heater the fuel supplied thereto during operation of the pump to prevent any possible explosion of the fuel on later starting of the heater. The continued operation of the pump I3', therefore, is dependent upon an energization of the heating element 43; the duration of pump operation without such energization of the heating element being dened by the time required for the opening of the bi-metal time element 83. It is apparent of course, `that non-operation of the motor I4', upon closing of switch 89, will also render thel pump I3 inoperative since the pump operation is controlled by the breaker assembly 69, which is actuated by the motor shaft I1. No air and fuel, therefore, will be admitted to the heater and movement of the bi-metal arm 12 in` upon closing of the switch 89, the 4bi-metal arm 1? willv continue its movement toward the right The pump I3' isafterelectrical contact with the arm 14 and as d l' heater coil 86 to -complete the motor circuit through the thermal unit 52', for a purpose to As above described the actuation of the arm 14 by the bi-metal arm 12 to electrically contact and disconnect the arm 16 places the coil 86 in and out of the motor operating circuit for a purpose now to be fully explained. In the closing of the switch 89 the line drop in the conductor 18'` as' produced by the resistance R therein is the additive result of the effects of both the heater coil 86 and the heater element 43. The motor I4, the operating circuit of 'which includes the conductor 18', thus operates at its .slowest speed at the start of heater operation.,`

As the temperature of the chamber 24 apl proaches its optimum temperature the bi-metal arm 12 moves arm 14 into contact with arm16 vto cut the heater coil 86 from the motor operlmum temperature the bi-metal arm 12- breaks contact with arm 13 to open the circuit of the heater elementl whereby to further reduce the line drop in the motor operating circuit and to further increase the speed ofthe motor I4, thus providing the third and highest speed of the motor. Conversely the movement of the bimetal arm 12, upon cooling of the chamber 24, energi'zes the heater element 43 and breaks the contact between the arms 14 and `16, to cut the heater coil 86 into the operating motor circuit. The line drop in the motor circuit is thus progressively increased so as to cotrrespondingly decrease the motor speed and hence the speeds of the fans I I and I2.and fuel pump 68. By virtue of the fans II and I2 and pump 68 being operated' by the common motor I4, the reduction in the air output by the fans on a decrease the mixing chamber 24 through ports 42';

in the speed of the motor, is proportionately greater than the reduction in the amount of fuel discharged by the pump 68. Thus when the motor |4 slows down the fuel to air ratio is increased so that the heater is supplied with a richer mixture at slow speeds than at high speeds. A decrease in the motor speed, therefore, provides for a more rapid control of the temperature conditions in the chamber 24 by automatically enriching the air and fuel mixture concurrently with an energization of the heater element 43 and a reduction -in the amount of air being carried away from the heater by the fan $2.

Since the heat, therefore, is being drawn away from the parts surrounding the heater at a lesser rate during the periods of energization of the heater element 43, the heat given 01T by the heater element is more effectively and rapidly localized in the chamber 24 to immediately raise the temperature thereof to the desired operating temperature. There is thus provided an automatic choking eiect for the heater'. which is progressively obtained for both directions of movement of the bi-metal arm 12.

The air tubes 35, which supply airy from the air chamber 25 to the combustion chamber 29, are similar in structure and operation to the tubes 35 described with reference to the embodiment in- Fig 1, and further description thereof is believed', t0 be unnecessary'.

With reference to the embodiment illustrated in. Fig.. 3 there is shown a heater. including. a housing- 9| of substantially cylindrical form provided With a recirculated air outlet 92 at one end andan inlet 93 at the opposite.v end thereof, which are in connection through a passage 94; the passage 94 being formed between the housing 9|z and axially aligned combustion and air supply chambers 96 and 91, respectively, which are concentrically arranged within the housing 9|. The motor i4 is common to the recirculated air fan |2 and the fresh air supply fan the fan |2 acting to draw air from the car passenger compartment through the inlet 93 and into the passage 94 and about the radiating ns |9' for discharge through the outlet 92 back into the car compartment, and the fan acting to draw air from the fresh air inlet 98 for discharge into the air supply chamber 91. The air supplied'to the chamber 91 by the fan is admitted into the chamberA 24 and equalizing chamber 21' being formed in a tubular'housing 99, which is arranged within the air supply chamber 91 and at the inlet of the elongated passage in the combustion chamber 96. The fuel nozzle 38', which is connected with thc pump I3' through supply line '39, is assembled in the apex of the cone portion 36 of the chamber 24', the fuel from the nozzle being mixed with the air from ports 4| and 42 in the manner previously described-in connection with Fig. 1. The chamber 21' is separated from the chamber 24' by a copper partition 20 having apertures 28' and from the combustion chamber passage |0| by a ceramic partition 3| having apertures -32.and

' being formed with igniter elements 34'.

A preheating coil having an enclosing shell |03 is disposed within the chamber 24' in a position to have the fueland air from the nozzle 38 and ports 42 impinge thereon; the vaporiz'ationof the air and fuel providing for a continuous cooling of the shell during operation of the heater. The shell |03 is formed of copper and is elec,-

- which is locatedin trically but not thermally insulated from the housing structure 99 by a suitable gasket |08,

which may be provided in mica. The radiant heat from the coil |02 is confined within the shell |03, the heat in turn radiated from the shell acting to heat the mixing chamber 24. The temperature of the chamber 24 is thus directly responsive to the heat of the shell |03, the'y en-I closing of the coil |02 acting to prevent any of' the fuel and air mixture in the chamber 24' from direcily contacting the coil. The coil |02 is in series connection with an ignition coil |04 which.- is locate ,l in the combustion chamber 96 at the inlet ol` t `1e passage |0|, the conditioning of thel fuel and its gnitio'n being controlled in a mannery no"w to be described.

The control system includesaa thermal unitr |015?` the passage 94 and attached* to a conductingbracket |01, the bracket |01 being mounted at the lower end of the shell# |03 in electrical and thermal connection with the=shell-.. The thermal unit |06 includes a bi-metal conr` tact arm |09 which is supported in the bracket'. |01 so as to be` in electrical and. thermal relationV therewith. The temperature or"v the shell@` |5032 is; thus seen tobe controlling in the operation ofthel thermal unit |108 and hence in the providing-j of a vdesired tem-perature in the chamber 24'1' The bi-metal arm |09 is normally inc-losed contact; with a contacty arm which, during operation of the control system, controls the energization of the preheating coill |02' and ignition |04, the circuit from the battery 5|' being comprised of conductor ||2, contact arm b-,metal arm |09, bracket |01, shell |103, preheating coil |02, conductors H3 and I4, ignition coil |04 and back to ground through the ignition coil housing H6.

Ther bi-metal arm |09 is adapted for mechanical but not electrical connection with a contact arm ||1 which eiects electrical contact with contact arm ||8 to provide for an energization of the circuit for the motor |4 and hence an operation of the fans and The motor circuit from the battery 5|' includes, conductor ||2, contact arms ||1 and ||8 and conductor ||9, the pump |3' being connected to conductor ||9 through conductor |20, breaker assembly |2|, and conductor |22; the pump circuit being completed by the ground connection |23. The contact arms Il I, ||1 and ||8 of the thermal unit |06, are insulatingly mounted from each other and from the bi-metal arm |09.

In operation the control system is closed by the double-throw main switch |24, which permits current to ow from the battery 5|' through conductor ||2l to contact arm I and ythrought/.bimetal switch |09 to simultaneously energize the preheating coil |02 and ignition coil |04. As the temperature Vof the mixing chamber 24' is raised by the heat radiated from the shell |02 to about F., the loi-metal switch |09, in response to the temperature of the shell |03, moves downwardly, as seen in Fig. 3, to mechanically engage contact arm ||1 to move the arm ||1 into electrical contact with arm I8, whereby to close the circuits of the fuel pump I3' and fan motor I4. The arm which is suitably tensioned to maintain a normally closed contact with the bi-metal arm |09, continues to follow the arm |09 after electrical contact has been made between arms ||1 and |I8, the bi-metal arm |09 andcontact arms ||1 and ||8 all moving downward together. It is thus seen that air and fuel are supplied to the chamber 24 only after the temperaturc of the chamber has been raised to a pre- .|2 and fuel pump I3'. l

v lof the heater. Operation determined degree, and that preheating coil |02 and ignition coil |04 continue to be energized after combustion has been initiated.

When the temperature of the shell |03 reaches a temperature corresponding to a minimum optimum temperatureof the chamber 24 for obtaining a thorough mixing of the air and fuel supplied to thev chamberl the, bi-metal army |09 breaks away from vcontact; arm III to open the vcircuit of the pre-heater and igniter coils, the arm |09, and arms II'I and I|8 continuing their downward movement together. 'I'he concurrent closed contact between bi-metal arm |09 and 'arm III, and arms III and II8, occurs for a movementor the bi-metal arm |09 corresponding to a temperature change of about 50 F. in' the chamber 24. The-initiation and maintenance of combustion in the chamber 96 by the igniter |04 provides for the heating of the igniter elements 34 to a red glow, so that upon'opening of the igniter circuit sufficient heat is present in the elements 34 to effect a burning of the mixture supplied to the chamber 96.

After combustion has been initiated in this manner, a portion of the heat of combustion is transmitted'to the mixing chamber 24' so as to aid in the heating thereof by the preheating coil |02. During normal operation of the heater the heat from the combustion chamber will substantially compensate for the cooling action on the shell |03 by the air and fuel being impinged thereon. The heating action of the combustion chambery and the cooling action of the air and fuel impinged on the shell |03 provides for an immediate movement of the bi-metal arm |09 in response to the temperature changes of the shell |03, since there is substantially no time lag between the occurrence of the temperature change in the shell |03 and ignition coils by the bi-metal arm .|09 in response to the temperature change of the shell |03. VOperation of the heater will continue in this manner so long as the shell |03 is maintained at a temperature which is sufficiently high to hold the bi-metal switch |09 out of contact with the arm III and in operative contact with the arms II'I and II8V.

However. when the temperature of the shell |03 drops below that necessary to effect a proper mixing of the air and fuel in the chamber 24', that is, below a chamber temperature of about 200 F., thevbi-metal arm |09 moves upward to contact the arm III, whereby to energize the preheating coil |02 and ignition coil |04. As previously mentioned,'this energization of the heating and ignition coilv circuits will not affect the energizationof the pump and motor circuits, because of the period lof concurrent closed contact of the bi-metal arm and arms I I`I and II8., so continue to be supplied to the mixing chamber 24. Upon a reheating of the chamber`24' to its predetermined optimum temperature the bimetal arm |09 moves downwardly to again break contact with the arm III to open the circuit of the preheating and ignition coils. The cyclic operation of the bi-metal arm |09 to maintain a proper operating temperature of the chamber 24' will continue during the normal operation of the system is stopped by opening the switch I2 The switch |24A is of double-throw type, the corresponding terminals thereof being in the circuit of the preheater coil |02 and igniter coil |04, and in the circuit of the pump I3. 'I'he cirthat air and fuel will and the actuation of the heaterv los and the arm |H,`

cuit for the motor I4 thus remains closed until the thermal unit |06, and specifically the bimetal arm |09 thereof, returns to its initial starting position. With the heater in normal operation the bi-metal arm |09 is in mechanical engagement with the arm III to provide for an electrical contact between the arms |I`I and IIB. An opening of the switch |24, therefore, with the bi-metal arm |09 in normal operating posi'- tion, will open the circuit of the heater coil |02 and igniter coil |04 and also the circuit of the pump I3'. butvthe circuit of the motor I4 will remain clos'ed from the battery 5I through conductor II2, arms II`| and II8 and conductor |I9. The motor I4 will continue in operation until the arm |09 has moved upward sufciently to break the electrical contact between the arms II`I and II8. The operation of the motor I4 after opening of the main switch |24, thus provides for a complete sweeping out of all unburned fuel from the combustion chamber 96 to preclude the possibility of any explosion of the fuel upon a later starting of the heater. A continued operation of the fan I2 by the motor I4 also provides for a complete utilization of the heat retained in the heater after combustion has ceased.

If, during the operation of the heater, the preheating coil |02 should fail for any reason to become heated upon contact of the bi-metal arm |09 with arm III, the arm |09 will continue to move upwardly to break its mechanical engagement with the arm` III and the electrical connection between the arms II'I and IIB, whereby to open the circuits of the fuel pump I3 and motor I4, to stop the operation of the heater. The accumulation of raw fuel in the combustion chamber 96 by a failure ofV ignition is thus eliminated. Also, in the starting of the control system, the shell |03 for the preheating coil |02 must be heated sufficiently to move the arm |09 into engagement with the contact arm II'I to make contact between the arms II'I and II8.

IIB, whereby the fuel pump I3 and motor I4' willvremain inoperative. The operation of the heater, therefore, is predicated upon suficient heat in the chamber 24' to vaporize the air and fuel supplied to the chamber to positively provide for the ignition and complete burning of the mixture upon its admission into the combustion chamber 9 6.

The automatic choking effect and decrease in the heat carried away from the heater upon energization of the mixing chamber heater element, described in connection with ythe embodiments of Figs. 1 land 2, also occurs in the embodiment of Fig. 3. The conductor II2,'which has a resistance therein designated as R, is common to the circuit of the preheater and ignition coil, and to the circuit of the motor. I4. When the switch |24 is closed the line drop in conductor I I2, as produced by the resistance R, is the result only of the load of the preheater coil |02v ligniter coilvl04, fuel pump I3'land motor I4.

This condition of operation of the control system -the arm III, the line "stantial elimination of corresponds to the condition of heaviest load by the heater on the battery 5I and hence of low speedoperation of the motor I4. When the bimetal arm IUS-moves downwardly, as viewed in Fig. 3, a distance suicient to break contact with drop in the yconductor I ,I2 is due only to the load imposed by the motor I4 and pump I3. Since the load by the motor III and pump I3 is relatively low as compared to the load effected by coil IIM, the speed of the motorI I4 is appreciably increased, this increase in speed being on the order of about higher than the speed obtained With the preheater coil |02 in operation. Since the motor I4 is common to the fans I I and I2, a decrease in the speed of the motor effects a corresponding decrease in the speed of the fans. The enriching of the mixture in the chamber 24 at decreased motor speeds is obtained by the decrease in the air supplied to the chamber 91 by the fan II at a rate which is greater than the decrease in the fuel discharged by the pump I3', The decrease in the quantity of air circulated through the p-assage 94, to provide for a greater localizing ofthe heat from the heater coil |02 upon energization thereof, is obtained by the reduced speed of the fan I2.

The air and fuel supplied to the chamber 24' is regulated to provide for a normally richmixture, so as to effect a ready ignition of the mixture in the combustion-chamber 96. However, as previously described, a rich mixture, although readily ignited, is not adapted for efficient and complete burning. The mixture, therefore, after ignition is made lean by the mixing therewith of supplementary air from the air passage the passages 35' being formed at the inlet to the combustion chamber 96 for direct communication be- I tween the combustion chamber and `air supply chamber 91; the quantity of air admitted through the passages 35 being varied directly by the fan II in accordance with the richness ratio of the mixture in the chamber 2|.

There is thus provided an electrical control system for an automobile heater operable completely independently of the automobile engine, which provides for a thorough mixing of the air and fuel at low pressures by-completely Vaporizthe heater coil E02 and igniter.

tive and long operation of the system with hard use.

Although the invention has been described and illustrated with specific reference to a low pressure automobile heater, it is to be understood that the control system may be used in connection with heaters of low pressure type adapted for small service or domestic heating purposes. It is to be understood also that only preferred embodiments of the invention have been described and illustrated herein and that modifications and alterations thereof can be made which are ,within the full-intended scope of the invention as defined by the appended claims.

I claim:

1. In the control system for a heating device including an air and fuel mixing chamber, electrical heating means in said mixing chamber, a circuit Afor said electrical heating means, means for supplying air to said mixing chamber, means vfor supplying fuel to said mixing chamber, a mot"or for operating said air supply and fuel supply means, a circuit for saidmotor, thermostatic switch means in the circuit for said heating means responsive in operation to the heat from said heating means to close the same, and conductor means common to said two circuits having a resistance such that a voltage drop is produced in said conductor means onvclosing of the circuit for said heating means, with said voltage drop varying the speed of the motor to automatically decrease the vamount of air and fuel supplied to said mixing chamber concurrently with the closing of the circuit for said heating means.

2. In a control system for a heater of internal combustion type having an airl and fuel mixing chamber and a combustion chamber, means for ing the mixture to condition the mixture for an efficient burning at alltimes of normal heater operation. The system is quickly responsive to any temperature changes in the air and fuel mixing chamber and acts to maintain the temperature of the mixing chamber substantially uniform at all times of heater operation. The speed of the air supply and circulating fans, II and I2, respectively, is responsive operation of the mixing chamber heating element to provide for an automatic choking of the mixture and for a decrease in the heat carried away from the heater during such periods of energization, whereby tofacilitate the maintenance of efficient combustion of the mixture by the subtemperature drifting in the heater structure. The provision of a relatively rich mixture in the mixing 'chamber to assure its ignition and the leaning of the mixture after ignition to completely burn the mixture, provides for a positive and vefficient combustion of the entire mixture and a` consequent maximum heat ouput from the air and fuel supplied to the heater. The .control system further is of simple and rugged construction and is comprised of but reduce servicing adjustand to provide for a posifew parts whereby to mentsto a minimum,

to the .energization or supplying air to said mixing chamber, means for supplying fuel to said mixing chamber, an

electrical heating element in said mixing chamber, with said fuel being vaporized in said mixingchamber for mixing with said air, means in said combustion chamber for'igniting said mixture, a circuit for said electrical heating element, means for supplying supplementary air to said combustion chamber for leaning said air and fuel mixture after ignition thereof by said ignition means, a motor for operating said ai?.` and fuel supply means and said supplementary air supply means, a control circuit for said motor, thermal switch means in the circuit for said heating element responsive to the temperature changes of said heating element to close said element circuit, and a conductor common to said two circuits havingla resistance such that a voltage drop is produced therein on closing of the circuit for said heating element, said voltage drop decreasing the speed of said motor so that the mixture supplied to said mixing chamber is automatically enriched by the relative operation of said air and fuel supply means at such reduced speed, with the quantity of supplementary air supplied to said combustion chamber being automatically varied in correspondence with the richness ratio of said mixture.

3. In a control system fox` a heater having an air and fuel mixing chamber and a combustion chamber, an electrical heating, elementin saidA mixing chamber, ignition means in said combustion chamber, a circuit for said heating element including said ignition means, electrically operated means for supplying air and `fuel to said mixing chamber for conditioning by said electrical heating element, a circuit for said electrically operated means, a main switch for controlling the operation of said control system, thermostatic switch means common to the circuits of said heating element and said electrically operated means and including a bi-metal actuating arm disposed between paired flexible contact arms, one pair of said contacting arms being tensioned toward said bi-metal arm and adapted to open and close said heating element circuit and the other pair of contacting arms being adapted to open and close the circuit of the electrically operated means, the bi-metal arm being moved to actuate said contacting arms in response to the temperature changes of said heating element, the said one pair of contacts on closing of said main switch being in closed position against said bi-metal arm t0 close the y heating element circuit to energize said heating element, the heat from the heating element moving said bi-metal arm to engage said other pair of contact arms to close the circuit of said electrically operated means, continued heating of the bi-metal arm by the heating element moving the bi-metal arm away from said first pair of contact arms to open said arms to open the circuit of the heating element, the circuit for the electrically operated means being held closed by the bi-metal arm during its operative movement in opening and closing the heater element circuit.

4. In a control system for a heating device having an air and fuel mixing chamber and a combustion chamber, electrically operated means for supplying air and fuel to said mixing chamber, a circuit for said air supply means, a circuit for said fuel supply means, an electrical heating element in' said mixing chamber vaporizing said fuel for mixing with said air, a circuit for said heating element, thermal switch means vcommon to said three circuits and responsive in operation to the temperature changes of said heating element, a heating coil in the circuit of said air supply means, a normally closed bi-metal switch in the circuit of said fuel supply means responsive in operation to the heat from said heating coil, and means for connecting all of said circuits to a source of electricity',closing of said connecting means effecting a simultaneous operation of said heating element and said fuel and air supply means, with the circuit of the heating element vonly being closed through said thermal switch means, the heat from saidheating element operating said thermal switch means to close'the circuit of the fuel supply means so that when said bi-metal switch `is opened by said heating coil the circuit for said fuel supply means is closed vthrough said switch means, with said bimetal switch remaining open on failure of said heating element to operate to render said fuel supply means inoperative, and'said air supply means continuing in operation until said connecting means is opened.

5. In a control system for an internal combustion heater having electrically operated air and fuel supply means, the combination of a circuit for said fuel supplygmeans, a circuit for said air supply means including a heating coils, a normally closed bi-metal switch responsive in operation to the heat from said heating coil, an electrically operated element for heating said air and fuel and vaporizing said fuel for" mixing with said air, a circuit for said heating element, thermal switch means common to'said three circuits and responsive in operatori to the temperature changes of said heating means to open and close said three circuits, and means connecting said three circuits to a source of electricity, closing of said connecting means effecting a simultaneous operation of said heating element and air and fuel supply means, with the heating element circuit only being closed through said thermal switch means, the heat from said heating element operating said thermal switch means to close the circuit for said fuel supply means through said switchV means so that said fuel supply means continues in operation after opening of said bimetal switch by said heating coil, the bi-metal switch acting as a time element for defining the duration of operation of said fuel supply means prior to the heating of said preheating element to a predetermined temperature.

6. In a control system for a `heater having a combustion chamber, electrically operated means for. supplying air and fuel to said chamber, a circuit for said air supply means, a circuit for said fuel supply means, electrical means for heating and vaporizing said fuel for mixing with said air prior to the admission of said air and fuel mixture into said combustion chamber, a circuit for said heating means, and thermo` static switch means common to said three circuits and responsive to the temperature of said heating means to open and close said three circuits, with said heating element circuit on starting of operation of said control system being closed and said circuits for said air and fuel supply means being opened-by the arrangement of said thermostatic switch means, said thermostatic switch means on heating of said heating means to a predetermined temperature for vaporizing said fuel closing the circuits for said air and fuel supply means.

7. In a control system for a heater having a combustion chamber, electrically operated air and fuel supply means, a circuit for said fuel supply means, a circuit for said air supply means, electrical means for heating said air and fuel and vaporizing said fuel for mixing with said air prior to the admission of the air and fuel mixture into said combustion chamber, a circuit for said heating means, thermal switch means common to said three circuits and responsive to the changes in temperature of said heating means to open and close said three circuits, and switch means for opening and closing said control system, said switch means being common to the circuits for said heating means and fuel supply means, with the said circuit for said heating means being closed and the circuits for said air and fuel supply means being opened by the arrangement of said thermal switch means when said switch means is initially closed, said thermal switch means on heating thereof by said heating means to a predetermined temperature closing the circuits for said air and fuel supply means, with the circuits for said fuel supply and heating means being opened on opening of' said switch means, said air supply circuit being retained closed by said thermostatic switch means until said thermostatic switch means has cooled to a predetermined temperature.

8. In a control system for combustionapparatus having air and fuel supply means, electrically operated heating means for vaporizing said fuel for mixing with said air prior to the combustion of said mixture, an operating motor common to said air and fuel supply means, a circuit for said motor, -a circuit for said electrically operated heating means, thermal switch means in said latter circuit responsive to the temperature changes of said heating means t0 close said latter circuit, and a conductor comair and fuel supply means at said ing an air and fuel said two circuits having a resistance mon lto adapted to produce a voltage drop therein when 'said circuit forsaid heating means is closed, said c uit for said heating element, an operating motor for said air circulating means, a circuit for said motor, thermostatic switch means common to said motor and heating element circuits and responsive to the temperature changes of said heating element to open and close said two circuits, a main switch for'controlling the operation of said control system, ing element being closed and said motor circuit being opened by the arrangement of said thermal switch means when said main switchis first closed, with heating of said heating element to a predetermined temperature operating said thermostatic means to close-said motor circuit and to open said heater element circuit, said l motor circuit remaining closed as the heater element circuit is alternately closed and opened Ain the maintenance' of said heating element at said lpredetermined temperature, and a conductor common to-said two circuits having a resistance` which produces a voltage drop therein on closing of said heater element circuit, said voltage drop automatically decreasing the speed of said motor to reduce the amount of air circulated about said unit concurrently with an energization of said heating element to reduce the transfer of heat from said mixing chamber.

10. In a control system for a heater having an air and fuel mixing chamber in thermal connection with a heat generating unit, an electrically operated heating element in said mixing chamber for heating said mixing chamber to a predetermined temperature. a circuit for said heating element, means for circulating air about said unit, and means for supplying air and fuel to said mixing chamber, said fuel being vaporized'in saidv chamber for mixing with said air,

time switch which is responsive to the heat of said heating coil, said time switch being adapted to open the circuit for said fuel supply means on failure of operation of said heating element, thermal switch means common to said three circuits and responsive in operation to the heat from said heating element to open and close each of said three circuits, a main switch for controlling the operation of said control system, with closing of said main switch effecting a simultaneous operation of the heating element and said air and ,fuel supply means, with the circuit of said heating element only being closed said circuit for the he'atan operating motor common to said air circulating means and to said air and fuel supply means, a circuit for said motor, thermal switch means inthe circuit for said heating element arranged so as to be responsive to the temperature changes of said heating .element to open and close said element circuit, and a conductor common to said two circuits having a resistance such that the load of said heating element produces a line drop in said conductor, said line drop effecting a decrease in the speed of said motor to operate said air circulating means at a reduced speed so that the quantity of heatbeing carried away-from said unit is reduced concurrently with an operation of said heating element. f

1l. In a control system for a heating device having electrically operated air and fuel supply means, the combination of a circuit for said air supply means including a heating coil, an electrically operate'd element for heating the air and fuel from said supply means and vaporizing said fuel for mixing with said air, al circuit for said heating element, a circuit for said fuel supplymeans including a normally closed bi-metal through said thermal switch means, said thermal switch means on heating of. said element to a predetermined degree acting to open the circuit of the heating element and to close the circuits of said air and fuel supply means, with closing of said fuel supply circuit through said thermal switch means rendering said time switch inoper's ative, and a conductor common to said three circuits having a resistance such that a desired voltage drop is produced therein when said heating element is in operation, with openingof said heating element circuit decreasing the voltage drop in said conductor and increasing the speed of operation of said air and fuel supply means to increase the amount of air and fuel being supplied to said heating device.

l2. In a control system for a heater having a chamber for mixing air and fuel to be burned, means for supplying air and fuel to said chamber, and electrical means for heating said chamber to at least a fuel vaporizing temperature, the combination of a circuit for said fuel supply means, a circuit for said air supply means, and a circuit for said heating means, switch means connected with a source of electricity and operatively associated with'said three circuits to initiate the operation lof said control system, and thermostatic switch means common to the cir. `cuits for said air supply and heating means responsive in operation to the heat from said heating means, and arranged to close the circuit for said heating means therethrough so that said heating means is energized when said switch means is initially closed, said thermostatic switchV means on heating of said heating means to substantially a fuel vaporizing temperature acting to close the circuit for said air supply means therethrough, said switch means on being opened disconnecting the circuits -of said fuel supply means and heating means from said source of electricity, with the circuit for said air supply means remaining closed through said thermostatic switch means until the temperature of said heating means drops below a substantially fuel p vaporizing temperature to provide a delayed operation of said air supply means.

13. In a control system. for a heater having an air and fuel mixing chamber and a combustion chamber, an electrical heating element in said mixing chamber, ignition means in said combustion chamber, a circuit for said heating element including said ignition means, electrically o'perated means for supplying air and fuel to said mixing chamber, a circuit vfor said electrically operated means', a main switch for controlling the operation of said control system, thermostatic switch means common tothe circuits of arm and a plurality of flexible contact arms, one

of said contact arms being adapted 'to open and close :said'heating element circuit, and another of said contact arms being adapted to close the circuit of the electrically operated means, with the loi-metal arm being moved relative to said contact arms in response to the temperature change of said heating element, said one contact arm on closing of said main switch being in a closed position against said bi-metal arm to close the heating clement circuit, with the heat from the heating element moving said bi-metal arm to engage said other' Contact arm to close the circuit of said electrically operated means, with the continued heating of the bi-metalarm by the heating element moving the bi-metal arm away from said one contact arm to open the circuit of the heating element, the circuit for the electrically operated means being opened by the movement. of the bi-metal arm away from said another Contact arm on cooling of said heating element.

14. In a contrrl system for a heater having a combustion Chamber, electrically operated air and fuel supply means, a circuit for said fuel supply means, a circuit for said air supply means, el;ctricai means for heating said air and fuel and vaporizing said fuel for mixing together with said air prior to the admission of the air and fuel mixture into said combustion chamber, a circuit for said heating means, thermal switch means common to the circuits for said air supply means and heating means and responsive to the changes in the temperature of said heating means to open and close said two circuits, and switch means for connecting said three' circuits to a source of electrical power, with the circuit for said heating means being closed by the a1- rangement of said thermal switch means when said switch means is initially closed, said thermal switch means on heating thereof by said heating means to a predetermined temperature closing the circuit for said air supply means, with the circuits for said fuel supply and heating means being opened on opening of said switch means, said air supply circuit being retained closed by the thermostatic switch means until said thermostatic switch means has cooled to a predetermined temperature.

HARRY B. HOLTHOUSE. 

